Fuel-mixture forming and feeding system



Jan. 3, 1928.

L. H. WHEELER FUEL MIXTURE FORMING AND FEEDING SYSTEM` Filed April 24.1925 2 Sheets-Sheet 1 Jan. 3, 1928. 1,654,622

L. H. WHEELER FUEL MIXTURE' FORMING AND FEEDING SYSTEM Filed April 241925 2 Sheets-Sheet 2 Patented dan. 3, i228,

LEONARD I-I. WHEELER, OF CHICAGO, ILLINOS, ASSIGNOR TO STEWART-WARNERSPEEDOMETER CORPORATION, F CHICAGO, ILLINOIS, A CORPORATION OF' 'VIR-GINIA.

FUEL-MIXTURE FORMING AND FEEDING- SYSTEM.

Application led April 24, 1925. Serial No'. 25,556.

The purpose of this invention is to provide an improved system andapparatus for forming and feeding the fuel .mixture supply to aninternal combustion engine. lt consists in the elements and features ofconstruction shown ,and described as indicated in the claims.

In the drawings: Figure l is a dia rammatic view showing l0 the severalparts o the system embodying this invention in relation to the intakeand exhaust manifolds of the engine served thereby. i

Figure 2 is a section at the line 2-2 on Figure l showing in the planview the element ofthe fuel mixture forming and feeding system which isdirectly attached to the yengine intake.

Figure 3 is a. section at the line 3 3 on FigureA 2.

Figure 4 is a section at the line 4-4on Figure 2.

Figure 5 is a section at the line 5-5 on Figure 2.

Figure 6 is a top plan View of the level governing chamber whichconstitutes the immediate source of fuel for supplying the engine.

Figure the same.,

Figure 8 is a section at the line 8-8 on Figure 7.

In the construction shown in thev drawings the main fuel supply tank isseen at A. B is the Flevel governing chamber or float bowl whichconstitutes the immediate source of fuel for the engine, being itselfsupplied by gravity flow from the main tank, A, as hereinafter moreparticularly described. C is a portion ofthe primary air supply conduitwhich is formed in an integral boss on the float bowl, B. D is a primaryfuel mixture pipe which at one end is intruded into the nal verticalportion, c, of the primary air supply duct as seen in Figure 8, and atthe other end has its terminal, D4, intruded into the main air supplypipe, E, at the elbow, e, thereof to which the terminal fitting, E1, ofsaid main air supply pipe is secured, having the Venturi sleeve, E1", atthe constriction of which the said fuel mixture pipe terminal, D4,terminates fory discharge of the primary fuel mixture into the main airstream for producing the final fuel 7 is a forward side elevation of sothat the air intake passage,

ture for delivery to the engine. The liquid fuel supply for the fuelmixture is discharged from the float bowl, B, by way of the passage,b,'and nozzle, b1, controlled by the needlevalve, b2, into the receivingend of the pr1mary fuel mixture pipe, D, at which 60 said fuel mlxturepipe is provided with `a ventur1, D1, proximate to whose constrictionthe nozzle, b1, discharges. The float bowl 1s supplied vwith fuel fromthe main tank, A, through the pipe, a, connected tothe central fitting,B3, of the float bowl and mounted in the bottom thereof for delivery ofthe fuel up 'through Vthe axial aperture, b3, of said fitting whosedischarge is controlled by a valve, b4, seating downwardly to check the'l inflow of the liquid upon the float bowl being filled to apredetermined level correspondingly lifting the float, B5, causing it tooperate the valve as stated through the medium of the lever, B", whichis fulcrumed upon the spreader disk, B7, mounted upon the upper end of asleeve, B8, extended up rigidly from the fitting, B3, all in a mannerwhich is familiar with, respect to float-control of fuel supply tocarburetor 'float bowls. 80

The primary air supply duct, whose terminal portion, C, isV formed asstated in the integral boss on the float bowl, comprises as f itsprecedent portion a pipe, C2, which extends from the float bowl, whereit is connected to said duct, C, to, an intake fitting, F, which ismounted laterally directly upon the intake fitting of the mam air supplypipe being the elbow heretofore mentioned into which the fuel mixturepipe terminal, D%, 9o protrudes. The primary air supply intake tting, F,is secured rigidly to said elbow `main supply intake fitting by bolts,f, f, as may' be understood from Figures 2, 4 and-5,

F2, of the fitting, F, extends substantially parallel to the axis of theentrance limb of the elbow fitting, E. Into the entrance end of the airintake .A passage, F2, there is screwed a sleeve, F3, adapted at itsinner end to constitute a seat for a needle valve, H, for whose guidancethe fitting is b'ored through axially with respect to said sleeve valveseat, the valve member,

I-I, being inserted through the opposite end, from which it protrudesfor operating connectio-ns as will be explained. In the hori-l zontalentrance limb of the elbow constituting the main air supply lntake Ethere mounted a throttle valve, G, of the butterfly type having itsstem, g1, protruding transversely of the elbow limb for operatlngconnection in any customary manner not shown except that said valve stemis shown proj vided with a downwardly projecting lever arm, h2, towhichany desired operating connection may be made. Upon the protruding end ofthe stem there is mounted a lever arm, h3, rigid therewith, and a link,71,4, is provided connecting this lever arm with the protruding end ofthe valve, H, the lever arm and link connection being-proportioned andrelated as to their directions so that. the

' movements of the two valves for opening and closing may besimultaneous and suitably correlated with each other, theirl relation asto the degree of opening and closing of the valve, H, with respect tothe main throttle valve, G, being variable by the adjustment of thesleeve, f3, by screwing ,it more or less into the fitting', F. Thepurpose o f this sleeve, f3, being adjustable as described, is to enablethe operator to make perfectv adjustment for idling. To make suchadjustment the valve, G, is first set to leave a very small opening, andthe sleeve, fsf is then screwed in or out to regulat'ethe amount ofprimary air according to the requirements for satisfactory idling or lowspeed work. The relation between the primary air and the air admittedpast the throttle valve, G, or more particularly the variation in therelation of the two air quantities effected by the adjustment of thevalve mem'- ber, H, is obviously determined by the taper of the taperedterminal or valve proper, H1,

Y and `a specific merit of the construction shown is that this relationcan be rendered suitable to the particular engine and the characterofthe work demanded of it by the simple expedient of varying thetaper ofthe valve, H1, without disturbance or reconstruction of any other part;and such modification of the taper can be effected by a simple hand toolupon the removal of the part, H, which removal is facilitated by theconstruction or by the substitution of a selected substitute part; andthis part may be made' in various forms, i. e., with the terminal of"various tapers, so that the most effective taper for the purpose can bedetermined by successive substitutions and operations of the engineunder 'desired conditions in each instance until proper eticiency isobtained; and in ease of subsequent change of working conditionsrequiring a different relation to be established between the primary andsecondary j air supply, a diferent form of the part, H,

having a different taper for the terminal, H1, can be substituted.

A short lever arm, h, on the throttle valve has set through it anadjusting screw, h, for

stopping against the stop, lug, k7, whichA pro jects funn the outside ofthe vintal're limb 0f the elbow, E, the adjustment of the screw, h,determining the limit to which the throttle valve can be closed.

The rimary fuel mixture pipe, D, in its` course rom the fuel receivingend adjacent the float bowl, to the fuelmixturefdischarg ing end in theventuri at the discharge end of the main fuel supply pipe, is extendedthrough the exhaust gas region of the engine; and,n most conveniently,directly throughr. the exhaust manifold itself, as intended to be ,findicated in Figure 1 wherein the exhaust manifold is indicated at K. Y1,;

The operation of the structure thus dei scribed may be understood fromthe description of the same to be substantially as follows:

The suction of the enginel operating through the intake manifold andtending to produce air inflow through the lmain air supply pipe, E,causing thereby a conditionof sub-atmospheric pressure at the dischargeend of the terminal, D4, of the fuel mixture pipe at the constriction ofthe venturi, E1, causes a still further reduction of pressure at theintake end of the fuel lmixture pipe at the constriction of the venturi,D1, therein, causing the fuel to be drawn'from the nozzle', b1, andintermixed with -a limited quantity of air derived through the primaryair supply pipe, C, so that a rich-mixture, de-

signed, in proportioning of the parts, to be ldischarge through theventuri, E1", for taking additional air, not only is the mixture of thefuel with said additional air verythor-A ough, but also the heatedmixture is cooled without causing condensationl of the vaporized fuel,so that the mixture ultimately delivered to the engine is unim pairedfor power development by reason of the heating which vaporized the fuel.Upon opening the throttle widely, for operating the engine at speedunder load, the primary air supply controlling valve. H, is openedcorrespondingly to the main` throttle valve so that the primary fuelmixture is suitably modified by the increase of air flow through theprimary an` supply pipe.

In order to provide for starting the eng. gine without opening thevalve, H, which could only be done concurrently with opening thethrottle valve more widely than suitable for starting, there isprovided-in the primary air supply 'intake fitting, F, an air Inletpassage, 7, opening into said fitting beyond" the seating Q f the Valve,H5 and. a

valve, .J is provided for controlling at will this a1r inlet passage,said valve, J, being tion where 1t may be operated by the driver.

It may be understood that while the'l'loat bowl, B, is illustrated aspositionedfor receiving fuel supply by gravity from the tank, A, thisrelation of: level is not obligatory; on the contrary, it may -beunderstood r that since the `float bowl has no outside atmospheric vent,its only vent beingby way vdegree of closing of the valve, H1,relatively of the aperture, b4, through the pipe, C2, which leads fromaipoint in the air inlet passage ahead of the throttle valve, thatthI'lOttle, G, being closed, the suction of the engine may operate notonly for lifting from thevfloat bowl, but alsov for lifting fuel intothe iloat bowl. And it will be understood also thatthe degreeof suctionoperatingthrough thev sleeve, f3, obstructed by the taper valve,

H1, is controlled by said taper, and the parts may be proportionedy andadjusted for such to the throttle valve, G, as to ensure lift of vfuelnot only from but into the iioat bowl.

I claim v j i -1. In combination with vlan internal combustion-engine,.a fuel mixture forming and l j feeding ap aratuswhich comprisesa primary air supp y pipe anda main air supply pipe;

means. for discharging fuel-within the primary air passage to produce afuel mixture and for conducting said mixture to, and disl charging itin, the` main air discharge pipe;

valves controlling the -air entrance through said primary 4andvmainvpipes respectively,V

and connections between said valves for their simultaneous andcorrelatedoperation; the

primaryair pipe having an air inlet beyond the valve of said primary airpipe, a throttle valve controlling said inlet adapted for operation atwill;..and means ,for such operation. v v

ain

combinationl with 'an internal com-f bustion engine, afuel mixtureforming and feeding apparatus which comprises a primary airV supply pipeand a main air supply pipe; means for discharging fuel within theprimary air passage to produce a fuel mixture and for conducting saidmixture to, and discharging it in, the main air discharge pipe; valvescontrolling lthe air entrance through said air pipes respectively, andconnectionsbetween said valves for their simultaneous and correlatedoperation; the primary air pipe fitting having an air inlet beyond thethrottle valve thereof, a valve controlling said inlet adapted foroperation at will, and means for such operation, the fuel mixture pipebeing extended through the exhaust region of the engine'inits coursefrom the fuel discharge into it and its own discharge into the main airsupply pipe.

3. In combination with an internal combustion. engine,`a fuel mixtureforming and feeding apparatus which comprises a fuel source situatedremotely' from the engine, a main air` supply conduit having its yintakepassage and entire extent adjacent to the engine Intake; a' primary airsupply lpipe extending adjacent to .the fuel souce the primary fuelmixture conduit havingits intake Vwithin the primary air supply conduitand adjacent to the fuelsource, a vfuel supply' duct deliveringliquidfuel into the intakevv of the primary fuel Vmixture conduit proximate to the intake of the latter; said prima-ry airsupply conduit andsaidprimary fuel soy mixture conduit extending from said remotesupplyconduit for intake of the primary air supply conduit and discharge oflthe 'fuel mixture conduit adjacent to the engine, and throttle'V valvescontrollin the intakes of the primary air supply con uit and main airsupply conduit respectively connected for simultaneous and correlatedadjustment.v

my hand at' Chicago, Illinois, this 20th day 0f April, 1925. LEONARD H.WHEELER.

'ly positioned fuel source to the main air 's0 4In testimony whereof, Ihave hereunto set

